Train detection

ABSTRACT

A train detection mechanism for detecting the presence of a train on a section of track, the track section including first and second rails  1, 2  and delimited by first and second ends thereof, includes current injector for injecting current into the first rail at the first end of the section and current receiver for receiving current from the second rail at the first end of the section, and a shunt  3  connected between the first and second rails at the second end of the section, characterized in that the shunt includes a switch  4  for controlling current flow through the shunt, the switch being operable by the passage of a train.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application claims the benefit of and incorporates by reference theentire disclosure of United Kingdom Application No. 0419995.6, filedSep. 9, 2004 pursuant to 35 U.S.C. § 119(a-d).

BACKGROUND OF THE INVENTION

This invention concerns a train detection mechanism and method fordetecting the presence of a train on a section of track.

It is common to determine the presence of a train on a section of trackby using a track circuit. Conventionally the track circuits may bearranged in two fundamental ways, those where the transmitter andreceiver are located at different positions within the track circuit andthose where the transmitter and receiver are co-incident at one end ofthe track circuit. With the co-incident method, current is injected intoone of the rails. Normally, i.e. in the absence of a train, the currentwill flow along the rail, pass through a shunt provided to connect therails and then return back along the second rail. The shunt devicepresents a low impedance to the current and may consist of a simple wirebond between the rails where no other a.c. or d.c. is present on therails. A narrow band shunt is used where a.c. is present and a wide bandshunt is used where non-coded d.c. is present. The current across bothrails may thus be measured, and hence the impedance of the circuit. If atrain is present in the track section, the current may pass from onerail to the other through the wheels and an axle of the train. As thetrain passes along the track section, the length of the circuit willchange, and the impedance of the circuit will also correspondinglychange. By measuring this change in impedance, it is therefore possibleto determine not just that a train is present on the track section, butalso the speed and hence position of the train within the section.

Track circuits such as these may be used anywhere in a rail system. Forexample, a pair of track circuits may be used to determine the presenceof a train in the run-up to a level crossing, i.e. one track circuit isused on each side of the level crossing, to detect trains approachingfrom either direction, to cater for single lines and bi-directionaltraffic. Such an arrangement is shown in FIG. 1, where a track circuitis shown on each side of a central level crossing island. In thisinstance the audio frequency current is injected and subsequentlyreceived by a transmitter/receiver module in a Grade Crossing Predictor(GCP) via a termination shunt. The GCP is a microprocessor-controlleddevice that provides activation of the crossing protection equipment,such as warning lights and barriers, by sensing the approach of a train.The GCP is located at the crossing whilst the termination shunt isfitted across the rails at a suitable distance from the crossing todefine the limit of the track circuit. This limit is chosen to providesufficient warning time for the fastest train that may be encountered.The GCP applies a constant current a.c. signal to the track and measuresthe level of the resulting voltage.

As a train approaches the crossing, the impedance of the track circuitchanges once the train passes over the shunt, and continues to change asthe train moves closer. This change of impedance is constantly monitoredby the GCP via voltage variation and, by calculating the rate of change,the speed of the train is determined. From this speed, the moment atwhich the crossing needs to be activated is determined and the warningis given and the road closed to traffic accordingly. By this means, aconstant warning time can be achieved regardless of the variety of trainspeeds that may be encountered.

However, detection of the train relies upon achieving a wheel to railinterface of sufficiently low resistance to effect a path for the trackcircuit current. Conditions of rail head contamination, or the lightweight of some vehicles can result in a wheel to rail interface that isof too high a resistance to achieve activation.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a train detectionmechanism which improves upon known track circuits by providing adiverse back-up mode of operation.

In accordance with a first aspect of the present invention there isprovided a train detection mechanism for detecting the presence of atrain on a section of track, the track section comprising first andsecond rails and delimited by first and second ends thereof, themechanism comprising current injection means for injecting current intothe first rail at the first end of the section and means for receivingcurrent from the second rail at the first end of the section, and ashunt connected between the first and second rails at the second end ofthe section, characterised in that the shunt comprises a switch forcontrolling current flow through said shunt, said switch being operableby the passage of a train.

Preferably, impedance measuring means are connected to the first ends ofthe first and second rails.

In use, the switch is preferably closed in the absence of the passage ofa train, so that the current may flow from the current injection means,along the first rail, through the shunt to the second rail and the meansfor receiving current, thus creating a circuit. The switch may then beopened by the passage of a train onto the section of track, so that thecircuit is opened.

In a first mode of operation, occurring when a train is present on thesection of track, a second circuit may be formed comprising the firstand second rails and an axle of the train. The location of the train maybe determined by measuring the change of impedance of the second circuitas the train moves along the track section.

In a second mode of operation, the presence of a train on the tracksection may be determined by an increase in the impedance measured bythe impedance measuring means, caused by the opening of the circuit.

Preferably, the switch comprises a treadle.

Advantageously, the switch is returned to a closed position after thepassage of the train.

The injected current may be at audio frequency.

According to a second aspect of the present invention, there is provideda track section comprising the train detection mechanism.

According to a third aspect of the present invention, there is provideda track circuit comprising the train detection mechanism.

According to a fourth aspect of the present invention, there is provideda level crossing comprising the train detection mechanism.

According to a fifth aspect of the present invention, there is provideda method of detecting the presence of a train on a section of track, thetrack section comprising first and second rails, comprising the stepsof:

-   -   a) providing a shunt connected between the first and second        rails at an end of the section, the shunt comprising a switch        for controlling current flow through said shunt, said switch        being operable by the passage of a train;    -   b) injecting current into a rail and receiving said current from        the other rail;    -   c) measuring the impedance experienced by the current.

The switch is preferably kept closed in the absence of the passage of atrain and opened by the passage of a train. An opening of the switchcauses cessation of current flow provided the axles do not shunt and arise in the measured impedance, hence indicating the presence of a trainin the track section.

Advantageously, the movement of a train within the track section causesa change in the measured impedance. Preferably, the method includes thestep of determining the location of the train by measuring the impedancechange.

Preferably, the switch comprises a treadle.

Advantageously, step b) involves injecting current of audio frequency.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described by way of example with reference tothe following figures, in which:

FIG. 1 shows a prior art level crossing system using conventional trackcircuits of the co-incident transmitter and receiver type; and

FIG. 2 shows a schematic diagram of a shunt arrangement for a traindetection mechanism according to the present invention.

FIG. 3 shows a schematic diagram of a relationship between variouscomponents and rail ends.

DETAILED DESCRIPTION OF THE INVENTION

With reference now to FIG. 2, a shunt arrangement is shown for a traindetection mechanism in accordance with the present invention, and toFIG. 3, which shows a relationship between various components includingcurrent injection means 6, current receiving means 7 and impedancemeasuring means 8, and the first ends 1 a,2 a of rails 1,2,respectively. FIG. 2 shows a portion of first and second rails 1 and 2in the vicinity of the distal end of the track circuit from the currentinjection means 6. The rails 1, 2 are electrically connected by atermination shunt 3. In an advance on the prior art, the shunt 3includes a switch 4, such as a treadle, connected in series with theshunt 3. The switch 4 is normally closed in its default state in theabsence of the passage of the train. When the switch is closed, currentcan flow from the injection means, along rail 1, through shunt 3 andback along rail 2 to current receiving means 7. Of course, the currentused will usually be a.c. and so in operation the current direction willchange. In this state, impedance measuring means 8 in a GOP for exampleconnected to the track circuit will measure a substantially constantvoltage, and hence impedance, dependent primarily on the length of thecircuit.

Now consider the effect of a passage of a train onto the track circuit.As the train passes the termination shunt 3, a wheel axle 5 enters thetrack circuit. If there is a sufficiently good contact between thewheels and the rails 1, 2, then current will be able to flow from onerail, through a wheel, along the axle 5, and to the other rail via theother wheel. In other words, the train's wheels and axle will act as ashunt, and a current will be able to flow through a different circuitcomprising the rails and that axle shunt. Note that current will flowthrough this circuit whether switch 4 is open or closed. In this case,the impedance measured by the impedance measuring means will changedependent on the position of the train, and as the train approaches theimpedance measuring means, the circuit will shorten and the impedancewill reduce accordingly. It will therefore be possible to determine thespeed of the train, and hence its position on the circuit, in anidentical way to that described with reference to the prior art.

As described earlier, it is not always possible to achieve goodelectrical contact between the wheels and the rails, for example if thetrain is not heavy enough to force sufficient contact between them, orif there is contamination of the rail head. However, the inventiveapparatus still enables the presence of a train in the track circuit tobe detected.

When the train passes over the termination shunt 3 onto the trackcircuit, treadle 4 is opened, for example by activation of the treadlearm by the wheels of the train, stopping the flow of current throughshunt 3 and creating an open circuit. As mentioned earlier, if thewheels of the train make sufficiently good electrical contact with therails, then the open circuit will be masked as current may still flowthrough the axle shunt so the open circuit condition is not detected andthe train may be detected as described previously. However, if there isinsufficient contact, then current will be unable to flow due to theopen switch, and the impedance measuring means will correspondinglydetect a high impedance. This high impedance value will be detected as afault state, for example by the GCP, in the same manner as if thetermination shunt 3 had been removed or had gone open circuit throughdamage or fault. Detection of this state will result in activation ofwarning devices. For example, if the track circuit was positioned in theapproach to a level crossing, then detection of the fault state wouldresult in or cause warning devices at the crossing to be activated.

Following passage of the train, the treadle will return to itsunactivated state, which will reconnect the termination shunt 3 acrossthe running rails 1, 2 to re-establish the limit of the track circuit.If this is used at a level crossing, this will occur before the trainreaches the crossing.

A directionally-discriminating treadle 4 may be employed so that theopen circuit situation can only be produced by a train travelling in onedirection, for example approaching the crossing, and not by onedeparting the crossing. A suitable treadle would be the well-known“Forfex” type which includes two arm contacts. A wheel passing thetreadle will contact each arm in turn, so that the direction of thetrain can be determined.

The GCP is designed to respond to a number of conditions in such a wayas to activate the warning. These conditions relate to fault situationsand predetermined events that may compromise the ability of the GCP todetect an approaching train. With the present invention, thepredetermined event of high impedance detection is extended to providediverse activation of the warning.

Although the invention has been described with reference to theembodiments above, there are many other modifications and alternativespossible within the scope of the claims. For example, any switch may beused that is activated by the passage of a train. The invention is notlimited to level crossing applications, but may be used to detect thepresence of a train in any section of track.

1. A train detection mechanism for detecting the presence of a train ona section of track, the track section comprising first and second railsand delimited by first and second ends thereof, the mechanism comprisingcurrent injector for injecting current into the first rail at the firstend of the section and current receiver for receiving current from thesecond rail at the first end of the section, and a shunt connectedbetween the first and second rails at the second end of the section,characterized in that the shunt comprises a switch for controllingcurrent flow through said shunt, said switch being operable physicallyby the passage of a train, wherein the switch comprises a treadlepositioned in series with the shunt, and wherein switching of thetreadle to an open state is physically operated by the passage of thetrain and prevents current flow through the shunt.
 2. A mechanismaccording to claim 1, comprising impedance measuring device connected tothe first ends of the first and second rails.
 3. A mechanism accordingto claim 2, wherein in use the switch is closed in the absence of thepassage of a train, so that the current may flow from the currentinjector, along the first rail, through the shunt to the second rail andthe current receiver for receiving current, thus creating a circuit. 4.A mechanism according to claim 3, wherein in use, the switch is openedby the passage of a train onto the section of track, so that the circuitis opened.
 5. A mechanism according to claim 4, wherein in a first modeof operation, occurring when a train is present on the section of track,a second circuit is formed comprising the first and second rails and anaxle of the train.
 6. A mechanism according to claim 5, wherein in thefirst mode of operation, the location of the train may be determined bymeasuring the change of impedance of the second circuit as the trainmoves along the track section.
 7. A mechanism according to claim 4,wherein in a second mode of operation, the presence of a train on thetrack section is determined by an increase in the impedance measured bythe impedance measuring device, caused by the opening of the circuit. 8.A mechanism according to claim 1, wherein the switch is returned to aclosed position after the passage of the train.
 9. A mechanism accordingto claim 1, wherein the injected current is at audio frequency.
 10. Atrack section comprising the train detection mechanism according toclaim
 1. 11. A track circuit comprising the train detection mechanismaccording to claim
 1. 12. A level crossing comprising the traindetection mechanism according to claim
 1. 13. A method of detecting thepresence of a train on a section of track, the track section comprisingfirst and second rails, comprising the steps of: a) providing a shuntconnected between the first and second rails at an end of the section,the shunt comprising a switch for controlling current flow through saidshunt, said switch being operable physically by the passage of a train,wherein the switch comprises a treadle positioned in series with theshunt, and wherein switching of the treadle to an open state isphysically operated by the passage of the train and prevents currentflow through the shunt; b) injecting current into a rail and receivingsaid current from the other rail; c) measuring the impedance experiencedby the current.
 14. A method according to claim 13, wherein the switchis kept closed in the absence of the passage of a train, and opened bydie passage of a train.
 15. A method according to claim 14, wherein anopening of the switch causes a rise in the measured impedance, henceindicating the presence of a train in the track section.
 16. A methodaccording to claim 13, wherein the movement of a train within the tracksection causes a change in the measured impedance.
 17. A methodaccording to claim 16, including the step of determining the location ofthe train by measuring the impedance change.
 18. A method according toclaim 13, wherein step b) involves injecting current of audio frequency.